Perscitus
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Posts posted by Perscitus
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Egos, ignorance and politics got the better of this thread.
t00ning Hitachi-based Subarus (for better or worse) is well alive, just search for what you need beyond this forum
- easy to locate and contact who you need, plenty of ppl and firms out there happy to help you part with your time and money.
On the other hand - in this day and age, it might be best to just leave these econoboxes alone
and keep them as stock as possible. Should help with trade ups to Ascents and upcoming 7th gen.
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Yup in all Denso-era and many Hitachi-era Subaru ECU ROMs there are not just AF Learn A-D-F range limit tables, but also an upper and lower bound values that define from what g/s and to what g/sec AF Learning #1/2 and 3/4 (only #1/3 on H4s) can register and be recorded in memory. If defined, you can tweak both and they do take effect.I thought there was a table to set the AF Correction min/max limits, but I don't see it now. But if you can reflash, you can disable closed-loop fueling, which means no AF Correction or AF Learning. I posted a thread about that on a RomRaider a while back. I do it sometimes to work on MAF scaling:http://www.romraider.com/forum/viewtopic.php?f=33&t=7897
If your AF correction theory is right, you should see an improvement. If not, it's one more thing to cross off the list, and it doesn't take much to try and set it back to normal afterward.
Its just a question of establishing or expanding the ROMs definition to get at them and then either disable AF Learning say below 3g/sec or above AF Learn C (to avoid D bleed into OL).
The latest 'rage' on Hitachi ECU Subarus is running full-time Closed Loop, as opposed to our good ol' full-time Open loop. I guess in theory, it should be possible to enable full-time CL on any OE semi-wideband A/Lambda Sensor Subaru... knowing it wont read any richer than 11.x:1 (some can be recalibrated to be fairly accurate down to 10.5:1 but no more).
I wonder what full-time CL would do on an old 4/5th gen LGT if it could and would be configured... maybe it would help here or be beneficial in general?
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Sorry to hear BBPeik... GLWS.Yeah it sucks but I gotta get rid of it. My wife lost her job and if I can get a decent number for the car it would help a lot. -
Yup, slowly RIP.
I contacted the site owner in May and offered up Ascent photos.
He declined and said sth along the lines of sailing into the sunset.
The page is still free of the typical photos and
will likely remain this way.
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Dex VI synthetic fluid is optimal and a fine replacement for the spec Dex III.
And yes, fresh Dex III and VI are both bright red - very similar to other ATFs.
Only takes 24 months or so for the Dex III to turn dark and spent with some spirited driving.
As these cars age, its actually a good idea to replace the PS fluid every 12-18 months.
Its cheap, its quick and a good preventive maintenance item to keep the pump in decent working order as long as it will decide to last.
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Yup... ol'girl still looking good.
1st world problem of the day: Not sure which is a bigger garage queen -
GTEaser's or DeltaSniper's LGT?
Both look like they just rolled off the production line in 2011/12.
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Yup, in 2018/2020 (and even back in 2014/15) MTs made no sense on a modern fairly heavy Subaru equipped with S-AWD and multiple nanny systems.
The HTCVTs (TR580s, TR690s) do a great job and even the vanilla CVTs are a far better paring for these boxer S-AWD combos.
This is why most of the fleet sold on the domestic market is CVT. USDM Subarus are slowly heading that way as well.
This should be the way AT/CVT torque is derived (VD and real dynos):
And whoever operated that Mustang dyno should've used 5th 'gear' for an Ascent.
4th is fine but will inflate the number a bit (I bet they didn't account for below)
Ascent HT-CVT 8 manual model setting.
Manual mode 1st 3.227, 2nd 2.100, 3rd 1.535, 4th 1.191, 5th 0.933, 6th 0.759, 7th 0.602, 8th 0.467. final drive 4.444
WRX/Levorg HT-CVT modes/ratios:
I, S modes 1st 3.505, 2nd 2.238, 3rd 1,641, 4th 1.194, 5th 0.880, 6th 0.611. Final drive 3.90
S# mode 1st 3.505, 2nd 2.405, 3rd 1.855, 4th 1.544, 5th 1.258, 6th 1.032, 7th 0.856, 8th 0.716. Final drive 3.90
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Sadly no, both vanilla Subaru CVTs and HTCVTs suffer from slightly higher ~ drivetrain loss vs 4EAT/5EAT slushboxes. CVTs are also mated to a TC (smaller than regular AT) so they are cog-slushboxes if you will lol.I thought CVT was more efficient drivetrain loss wise then typical slushboxes. Using 30% loss then: 213whp = 277 BHP and 336 BTQ, which makes it be a good bit higher then 260bhp/277btq that it's rated at.A lot depends on how that Mystang dyno was configured, what software its running, what 'gear' was used in S mode for the run, etc. I guess the only somewhat reliable benchmark would be to learn what a bone stock STI or EVO puts down on the same rollers with the same settings in a similar gear ratio gear.
Otherwise, without any context and especially with the CVT, these Ascent #s are rather meaningless. The torque alone is likely skewed... dyno software across the spectrum still can't properly calc wtq for CVT, AT cars.
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Drivetrain loss for HTCVT is actually closer to ~29-31%.
260ftlbf at the wheels is barely ok with this curb weight, try 320-340ftlbf on a Stage 2 CVT WRX/Levorg on pump E10 AKI93.
BtW just got these in the mail for bad-welds nostalgia.
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Sorry to hear, reach out to Ron Watson (PhatBotti). Assuming AP and e-tune is fine.
There is also a great Canadian-based tuner who can potentially help - VitTuned.
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Depends on if you need in-door or outdoor use. Look accordingly.
OE one is the best bang for buck and good fit (especially the folding mirrors and shark fin antenna)
California car cover is likely best quality, but overkill for your use.
Ive been using a car cover for mine since day one since it was typically weekend-use only.
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Nice! China Cusco Master Cylinder Brace for BM/BR.
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tdck is now offering transmission mount inserts (different hardness, color, etc.) for most of the 5th and 6th gen slushboxes (5EATs, CVTs, HTCVTs). Legacy/Outbacks, XV Crosstreks, Imprezas, soon also FXTs, WRXs, Levorgs:
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Hahaha, had that and similar posts on selective ignore. Nothing personal xt2005bonbon.Let me bump this. Come on man!Yes, BtSsm + Tactrix OPv2. Basic profile doesnt expose Targest Boost or FFB
so no luck with AF Error or Boost error... and I have a feeling no one will ever define or find SSM params for those on these newer Subarus... all in E-OBDII Mode 0x22 and 0x23 la la land. COBB has the low down on that and isnt talking (likely paid a hefty amount to get the Manufacturer specific E-OBDII PID defs or same amount in man-hours by now COBB staff, ex-Engenuity/RR gurus).
Can confirm both intake and exhaust L/R VVTs, AF Learn/Correct 1 and 3, Boost, MAFv and g/sec as well as Load and EGR Steps, IAM, FKC, TPS, ECU PIDs work fine. Same with CVTF from TCU.
FKC noise around the usual 0.8-1.2 g/rev and out of/at low boost, but continued to build and stuck around even in lower 'gears' at >1.5g/rev and >5psi.
Just a fairly typical stock FAxxDIT t00n. Overly aggressive timing in the cruise range of the timing surfaces doesnt like E10 AKI87/89 one bit.
And by the look of things, AKI91 or 93 will not be of much help without sone t00n TLC.
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You might want to suggest it to the OP. Thank goodness no Stop-n-go or cylinder deactivation or variable compression on the latest Subarus. All these techs are just overcomplicating and asking for trouble 5, 10, 15 years down the line.Park in reverse. Problem solved. -
LSPI has been discussed for at least 4 years on North American Subaru forums and maybe 6+ years across the ponds.
And of course a few more years over on the Mitsubishi, Mazda, VAG forums.
What I saw wasnt LSPI.
There are even t00ning strategies and yes also mechanical mods and oil/fuel additive choices to try battlying it. The t00nong starategies employed by both Subaru/Hitachi and the aftermarket to try to limit/eliminate most of it on the FA20DITs and FA16DITs... so the same could translate over to the FA24DIT.
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Nicely done IceWolf, she's coming along...
Turns out Kiwis are offering a slightly modified 3.6RS to bid fairwell to the BN/BS and the EZ36D+TR690 combo. Sad to see these engines go instead of getting PI/DI, maybe higher compression with a re-revised bore/stroke and tad lower displacement target, a decent set of OE exhaust headers and 8 simulated gears like the WRX/S4/Levorg.
https://www.subaru.co.nz/offers/sti
UPDATE I see you guys wrote about the RS a few pages back.. and likely earlier too. Cool!
8-10 years ago we also used to contact Kiwi and Nihon-jin dealerships and service dept, look up JDM/EDM part numbers in Russian service manual sites... and order parts from NZ, AU, JP, RU, South America. ah those were the days.
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Humble, IceWolf I found sth for you...
https://www.subaru.co.nz/offers/sti
The fabled 3.6RS bye bye H6 edition
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I think I spelled it out rather clearly above. Data logged/monitored the dealership demo car with AKI87 and 89 and BOTH showed fair bit of FKC noise. I have no interest in this vehicle, just wanted to see how the base t00n behaves and if Hitachi, Subaru and the unnamed thid-party which builds the stock calibrations (on a contract) learned anything from Liberty/Legacy DIT, last FXT days and then 2015-2018 Levorg/WRX/S4 days. Evidence? Ive given up on providing any on this site and others years ago. People can come to their own conclusions and spend their own time monitoring and logging Ascents if interested.You have evidence of the FKC going bananas with 87 compared to 89? Or just hypothesizing? -
Originally Posted by kukabuka on that site which shall not be named:
I picked up a red Ascent Touring on Friday. Everything was great until it wouldn't let me park in the garage because of a phantom obstacle. I'm new to eyesight, so I don't know what it's problem was. I will be disappointed if I have to disable electronic nannies every time I try to park at home.
Coupled with the SIA QA issues with the Honeywell-supplied turbos and the FKC / FLKC orchestra when data logging a Dealer demo running AKI87 E10 and AKI89 E10 - leave only the S-AWD to provide any level of confidence before the new car smell wears off and daily family hauler status is unlocked.
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Really only a concern under WOT (100%) or sustained high throttle plate angle (say north of 60-70%%).
With steady throttle, RPM and Load, watch for decreasing FLKC
(meaning becoming more negative).
Under WOT, and as RPM and Load climbs,
watch for relatively high FKC (say <-2).
In either case, the only time to mind FKC/FLKC is say above 1.5KRPM, above 1.1g/rev, under some moderate boost, say >4psi.
Try to pull an LV from your LGT (using either RRs logger, BtSsm or LVViewer, FreeSsm maybe too) and see how your Learned Timing table looks like.
If you notice a decent bunch of pulled timing (especially up top in the load/RPM cells) with IAM/DAM below, well below 1, that would indicate learned knock correction under WOT at higher RPMs.
Anything in the low load, RPM cells can typically be ignored.
IAM/DAM being lower than 1 can be ignored as well, especially if your KCA table has low additives and total timing is fairly aggressive.
Looking at knock and logs really needs to be in the perspective of the tune with visibility into how its configured. Otherwise things lack context.
Rock solid IAM/DAM and minimal FKC blips in logs might mean nothing or just as little as constant IAM/DAM instability and lots of FKC/FLKC noise... all depends on the tune, fuel, operating conditions. Ironically the second scenario might make more or just as much hp/tq and be 'safer' for the engine.
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Likely completely benign. These cars (all engine flavors) have an overly sensitive strategy and will pull timing if you look at them wrong. At the same time, the ECU will constantly test the waters by attempting to add timing back throughout the RPM/Load surface. Depending on how total timing is set and what the t00n allows on the KCA side of things, that can be just as bad as many instances of pulled timing or abrupt cell to cell timing differences...
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You changed all coils? That mustve been $$$.
Next plan of attack would be injectors (also $$ just a tad less than coils).
You should monitor your misfires per Cylinder in real-time using either RomRaiders logger or BtSsm... no tune required.
Do the misfires occur more at or near idle, as you let off the throttle or say more during cold or hot start vs with the engine at operating temp? Does the engine hesitate, vibrate, etc?
Another possible culprit given her age would he the in-tank fuel pre-filter (sock) and filter (inside the in-tank pump housing). Both relatively cheap, a bit of a PITA to replace by opening up the fuel pump housing.
Are you still on original MAF, AF and O2 sensors? Those should be updated next, especially the 2 front AF sensors and the MAF. Denso replacements can be had much cheaper than OE parts.
6th Gen Tuning Thread
in Sixth Generation Legacy (2015 -2019 )
Posted